Rail-joint



(N0 Mbdel.)

R. J. GOLVIN. RAIL JOINT.

No. 460,848. Patented Oct. 6, 1891.

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ROBERT J. COLVIN, OF LANCASTER, PENNSYLVANIA.

RAIL-JOINT.

SPECIFICATION forming part of Letters Patent No. 460,848, dated. October 6, 1891.

Application filed March 4, 1891.

To all whom it may concern:

Be it known that 1, ROBERT J. COLVIN, of Lancaster, in the county of Lancaster and State of Pennsylvania, have invented certain new and useful Improvements in RailJoints; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it pertains to make and use it, reference being had to the accompanying drawings, which form part of this specification.

My invention relates to an improvement in rail-joints; and it consists in a joint which is constructed and arranged in the manner hereinafter described, and pointed out in the claim.

The object of my invention is to form a joint for rails, and which is made sufliciently long to extend from onetie to another, and thus form a bridge-joint; to incase the lower portion of one portion of the joint in the corresponding portion of the other,and thus cause the spikes upon one side of the rail to pass through both portions of the joint; to produce a joint in which no bolts are passed through the ends of the rail for any purpose, and to form a joint, the parts of which can be rolled and thus produced at a much less cost than those which have to be cast.

Figure 1 is an end view of a joint which embodies my invention. Fig. 2 is a similar view of a modification. Figs. 3 and 4 are perspectives of the two parts of the joint.

A represents one portion of the joint, B the other, and C the rail. The portion A has a vertical flange D,which extends up along one side of the rail and has its base G to extend across underneath the rail, and the other portion B of the joint any desired extent, and is provided with the vertical flange H upon its edge. The portion B of the joint also has a vertical flange D, which extends up along one side of the rail, and has its lower portion I to rest in a corresponding portion G of the other part A of the joint. These two parts G I form a double thickness under the base of the rail and produce an elastic joint, which serves to greatly decrease the jolting motion of the cars as the wheels pass over the meet-- ing ends of the rails. No bolts or fastening devices of any kind are passed through the Serial No. 383,698- (No model.)

vertical flanges D D and the stem of the rail, for the fastening of the rails together is done Wholly by the two parts A B of the joint.

Through the outer edges of the bases of both of the portions AB of thejoint are formed spike-holes, as shown, and through which spikes are forced into the ties. Upon one side the spikes pass through only the portion A alone, but upon the other side the spikes pass through the outer edge of both portions at the same time. These spikes, in connection with the vertical flange II, formed upon the edge of the part A, render it impossible for the two parts of thejoint to become separated from the rail by any possible lateral motion of the cars. The flange II is here shown slightly dovetailed; but this is not absolutely necessary.

In case it should be desired to dispense with the flange II, a rib 0 maybe formed upon the base of the under surface of the inside base I, and then a corresponding groove will be formed in the base G, as shown, and this rib 0 will be placed to one side of the stem of the rail, so that the Weight of the cars will serve to hold the rib O securely in its groove, and this rib and groove running the whole length of joint and taken in connection with the spikes, serve to hold the two parts of the joint together, so that it is impossible to separate them by any lateral movement. This rib may be used in connection with the flange H, or either one may be used independently of the other.

In order to prevent the creeping of the rails in either (l rection,ahole is punched through the vertical flange of one portion of the joint at or near its center, and while the portion is still hot a cold plug or projection P is passed through the hole and riveted, and then the hot metal shrinking upon this plug serves to hold it securely in position. This plugprojects between the ends of the rails, and serves to prevent them from having any endwise movement in either direction. Each rail may have an endwise movement between two of these plugs or projections in two diiferent joints; but it can have no possible movement beyond either of the plugs of the joints. As no bolts are passed horizontally through these joints and through the rails in the usual manner, each rail is left independent of the other,

, of the other rail a blow, and hence the hammering and splitting of the rails. By means of the construction here shown, the rail ends rise simultaneously when brought under pressure of the'rolling-stock, and being firmly incased in the joint are always in line.

Having thus described my invention, I claim-'- A rail-joint composed of two portions hav ing horizontal portions, which fit one within the other, and vertical flanges, which engage the sides of the rail, and a horizontal projection extending inward from one of the said vertical flanges for engaging the ends of the rails and preventing creeping thereof, substantially as specified.

In testimony whereof I affix my signature in presence of two witnesses.

R. J. COLVIN.

' Witnesses:

F. A. LEHMANN, PHILIP MAURO. 

